Hydraulic cushioning apparatus for railway cars

ABSTRACT

A cushioning apparatus for railway cars, which apparatus includes hydraulic cylinder means, piston means telescopingly disposed within the cylinder means, stabilizing housing means telescopingly receiving a connection between the piston means and draft means connected with the piston means, and additional movement limiting abutment means engaging or cooperable with the cylinder means and the stabilizing means. The cylinder means includes an inner high pressure cylinder side wall means and an outer relatively lower pressure containing side wall means. A force control means serves to prevent the transmission of cylinder damaging compressive force through the relatively lower pressure containing side wall means when the piston means has moved to its extreme buff position.

United States Patent 11 1 1111 3,752,329 Seay et al. Aug. 14, 1973HYDRAULIC CUSHIONING APPARATUS 2,974,810 3 1961 Szczepanik 213/8 FORRAILWAY Q 3,237,783 3/1966 Kirsch 213/43 3,561,611 2/1971 Hawthorne213/43 [75] Inventors: Orum E. Seay, Fort Worth, Tex.;

Robe shelwn Duncan Okla Primary Examiner-Drayton E. Hofi'man V [73]Assignee: Halliburton Company, Du Attorney- Michael J. Caddell, James E.Cockfield Okla. et al.

[22] Filed: Mar. 2, 1972 Appl. No.: 231,202

Related US. Application Data Division of Ser. Nos. 89,544, Nov. 16,1970, Pat. No. 3,647,088, and Ser. No. 732,236, May 27, 1968, Pat. No.3,568,855.

References Cited UNITED STATES PATENTS 3/1971 Seay et al. 213/43 4/1968Powell 213/43 A cushioning apparatus for railway cars, which apparatusincludes hydraulic cylinder means, piston means telescopingly disposedwithin the cylinder means, stabilizing housing means telescopinglyreceiving a connection between the piston means and draft meansconnected with the piston means, and additional movement limitingabutment means engaging or cooperable with the cylinder means and thestabilizing means. The cylinder means includes an inner high pressurecylinder side wall means and an outer relatively lower pressurecontaining side wall means. A force control means serves to prevent thetransmission of cylinder damaging compressive force through therelatively lower pressure containing side wall means when the pistonmeans has moved to its extreme buff position.

8 Claims, 13 Drawing Figures Patented Aug. 14, 1973 6 Sheets-Sheet 2Patented Aug. 14, 1973 6 Sheets-Sheet 4 FIGS Patented Aug. 14, 19733,752,329

6 Sheets-Sheet 5 DRAFT END Patented Aug. 14, 1973 6 Sheets-Sheet 6 FIGIOCARGO HANDLING SYSTEM AND METHOD This application is a divisional ofU.S. Pat. application Ser. No. 703,514 filed Jan. 23, 1968, now U.S.Pat. No. 3,592,333 issued July 13, 1971, entitled CARGO- HANDLING SYSTEMAND METHOD.

This invention, while useful in a number of applications, isparticularly applicable to the handling of a palletized cargo at freightterminals. Originally, freight cargos were handled manually withindividual items loaded, unloaded, stored, classified, and movedindividually. As the volume of freight and the cost of direct laborincreased, conveyors were introduced and in many cases, complex andsophisticated systems evolved. These systems, however, were generallylimited to the mechanical handling of individual items and thecollecting of them at central points for loading onto pallets. Thehandling of the loaded pallets was simply by movement along conventionalconveyors.

These systems, while employing many standard conveyor components such ascurves, switches, transfer tables, and roller bed conveyors, arecarefully engineered systems with each system custom designed from theground up. Further, these systems are static, inasmuch as onceinstalled, they are not capable of modification without substantialre-engineering and the purchase of many additional, custom manufacturedcomponents. These systems also require a high degree of uniformity ofsize and shape of the pallets. As cargos have become more varied, withsome of the articles much too big to be handled on the older type ofpallets, these systems have proved inadequate.

Systems of the type described require, in addition to the capability oftransporting an article from one location to another, storage areaswhere the pallets or other types of loads may be stored prior to theirbeing loaded onto the aircraft or, alternatively, subsequent to theirremoval from the aircraft and, yet, prior to an opportunity to disposeof them. The ability of a system to store effectively and efficientlycargos of these types, providing for quick identification and access tothem for loading or unloading, has long been recognized as a primaryoperative criterion in the field. Systems previously available have noteffectively fulfilled this requirement. More particularly, the articletransfer methods of prior art concepts have required the storagecapabilities of the system, particularly as regards the functions ofidentification and retrieval, be compromised to a point greatlydetracting from the overall capabilities of the system.

Another facet limiting the overall effectiveness of the prior artsystems is a product of the limitations of space and required man power.The available area upon which such facilities are constructed isgenerally highly limited, particularly in the case of air cargoinstallations, and it is imperative that any cargo handling system beretained in as compact form as possible. Prob lems in procurement andcompensation of workers, likewise, limit the number of employees whichmay be utilized in any given operation in order to retain turn aroundtimes for aircraft, trucks and the like to a minimum. Man power andspace dictates, thus, have resulted in a marked compromise of overalloperating efficiency in the systems available previous to the instantinvention.

Consider, for example, a large jet freightliner, an item representing aconsiderable investment for the particular airline company involved. Itis axiomatic, virtually, that the greater the percentage of the timesuch an aircraft spends in the air actually flying freight from onelocation to another, the greater will be the financial return on theinvestment. A corollary to this statement, of course, is that the longerthe time elapse during the landing, unloading, reloading and departureof an aircraft, the less efficient the operation from a monitarystandpoint. These statements hold true, additionally, regardless of thetype of vehicle which is involved in the particular operation.

In the past years, the volume of freight handled by operations of thetype described has and continues to increase markedly. As a result ofthis increase, the demand has been generated for freight handlingconcepts and hardware beyond the technology of the present art. An eyetoward the future demands that installations should be capable ofexpansion and/or reorganization in order to accommodate new types offreight, increased volumes of freight and the like. Systems currentlyavailable, as noted previously, are generally composed of highlyspecialized, job-engineered components which have little value apartfrom the system in which they were designed to function. For example,present-day components are limited to highly specialized functionswithin the system such as turning, linear movement or the like. Anyattempt to reorganize these components or to expand the system whileutilizing them represents an extremely difficult, if not impossible,undertaking.

It is an object of this invention, therefore, to provide a novel conceptof freight handling, storage, loading, unloading and the like which iskeyed to present-day and anticipated future demands of transportationconcerns. This invention contemplates, thus, the provision of specificrepresentative hardware which has been evolved by the inventors forutilization in the execution of their concepts.

It is an object of this invention to provide such a system whereinfreight transfer, storage and the like is executed virtuallyautomatically, manpower requirements being minimized.

It is another object of this invention to provide a system of the typedescribed which is capable of handling high volumes of freight in areasof limited space and, thus, which is feasible for utilization atairfreight terminals, downtown truck terminals and the like where spaceis always a premium factor in the selection of any type of equipment.

It is an object of this invention, additionally, to provide a novelmethod of accelerating and decelerating loads during the transferthereof from module to module from one location to another within thesystem.

It is still a further object of this invention to provide a novelcontrol concept for a system of the type described which minimizesmanpower requirements while markedly increasing the speed, efficiencyand other capabilities of the system. The fulfillment of this objectiveinvolves, inter alia, the provision of a preprogrammed computer adaptedto route loads through the system via preferred and alternate paths, thelatter paths being utilized in the event that the preferred path isbusy.

It is an object of this invention, thus, to provide a novel method ofhandling freight within terminals, processing facilities and the like.

These as well as other objects of this invention will be readilyunderstood with reference to the following specification andaccompanying figures in which:

components of the FIG. 1 assembly as viewed along section line l-l0 ofFIG. 1',

FIG. 11 provides a transverse sectional view, at reduced scale, of theyoke lugs, cylinder extension and sill as viewed along section line l111of FIG. 1; and

FIG. 12 provides a top plan view of a coil spring restoring mechanismincorporated in the FIG. 1 assembly, and viewed in detached relation tothis assembly.

PRINCIPAL COMPONENTS FIGS. 1 and 2 illustrate the principal componentsof the cushioning apparatus 1 of the present invention and thepositional relationships which exist between this cushioning apparatus,a coupler, and a sill of a railway car.

As shown in FIG. 1, cushioning apparatus 1 is positioned within aconventional railway car sill 2. Apparatus 1 includes an outer cylindermeans 3, an inner cylin der means 4, and a piston means 5.

Outer cylinder means 3, which may be deemed a lowpressure cylinder,includes a cylindrical side wall 6. A cylinder head wall 7 is positionedat the buff end of the cylinder means 3 while another cylinder head 8 ispositioned at the draft end of the side wall 6.

Inner cylinder means 4 which comprises a high pressure cylinder,includes a relatively thick cylindrical side wall 9. Relatively thickwall 9 is spaced radially inwardly from the relatively thin side wall 6of outer cylinder means 3. The spacing between side walls 6 and 9provides an annular space 10 extending coaxially of the coaxial cylinderwalls 6 and 9.

The buff end of cylinder means 4 is closed by a cylinder head 11 whilethe draft end is closed by a cylinder head 12.

As shown in FIG. 1, a unitary annular plate 13 provides each of thecylinder heads 7 and 11. Cylinder head 11 comprises a generally annular,ledge-like portion or plate 13 which is telescopingly received withinthe buff or left-most end of the side wall 9, viewing the apparatus asshown in FIG. 1. The portion of plate 13 which projects radiallyoutwardly from the plate portion 11 defines the cylinder head 7, i.e.the buff end of the low-pressure cylinder means 3.

Similarly, a unitary plate 14 provides and defines each of the cylinderheads 8 and 12. Cylinder head 12 comprises an annular ledge-like plateportion which is telescopingly received within the draft end of cylinderside wall 9. Plate portions 11 and 12 are each disposed .in aninterfering fit relationship with the side wall 9.

The portion of plate 14 which projects radially outwardly from cylinderhead portion 12 defines the draft cylinder head 8 for the low-pressurecylinder means 6.

Plate means 14 is mounted for axial slidable movement within cylinderwall 6. In this connection, a conventional O-ring type seal 15 may beinterposed be tween the radial periphery of the plate 14 and the innerperiphery of the side wall 6 for sealing purposes.

With this arrangement, the cylinder heads 8 and 12 are each mountedwithin the cylinder wall 6 and are axially movable toward the plate 13.The movability of these cylinder head walls 8 and 12, in relation to theplate 13 is limited by the high pressure and relatively thick side wall9 which is interposed axially between the plates 13 and 14. Thus, interming the cylinder heads 8 and 12 movable," the term movable" is beingused in a sense to indicate that the plate 14 is not fixedly connectedwith the wall 6, but rather, as is now apparent, is movable axially ofwall 6 in response to buff shock-induced, axial contraction of wall 9.

Piston means 5 includes a piston 16 disposed for telescopingand axiallyslidable movement within and relative to the high pressure cylinder wall9. A main piston rod 17 passes coaxially through the draft end plate 14by way of a central aperture 18.

An auxiliary piston rod 19 extends coaxially of the piston rod 17, awayfrom the piston 16 and rod 17, and coaxially through the end plate 13 byway of a plate aperture 20. The cross-sectional area of piston-rods 17and 19 are identical.

Movement of end wall 14 away from wall 13 is affirmatively prevented bya cylindrical extension 21. Cylindrical extension 21 is fixedlyconnected with side wall 6 and extends coaxially away from wall 6 andend plate 14. Cylindrical extension 21 provides an annular ledge 22which abuttingly engages the periphery of the plate 14 so as to preventmovement of the plate 14 away from the plate 13.

Cylindrical extension 21 engages, and is fixedly connected with, an endplate means 23. End plate means 23 has a rectangular configuration ofthe interior 24 of the sill 2. End plate 23 is receivable within theinterior space in substantially conforming relation with the sill crosssection and thus functions to align and stabilize the assembly 1.

As will be appreciated, reinforcing webs (not shown) may extend alongcylindrical extension 21 between the side wall 6 and the end plate 23for reinforcing and strengthening purposes.

Conventionally, interior passage 24 of sill 2 will have a square crosssection. Thus, as shown in FIG. 10, the outer diameter of wall 6 may besubstantially the same as the width and height of the stabilizing endplate 23. With this dimensional relationship, the cylinder 6 will engagethe side walls of the interior of the sill 2 so as to stabilize andalign the cylinder 6 in coaxial alignment with the central longitudinalaxis of sill 2.

Anchoring of the assembly 1 within the sill 2 is effected by a series ofanchoring abutments. Two such bracket-like abutments 25 and 26, shownschematically in FIGS. 1 and 2, provide abutment means engagingopposite, horizontally spaced, sides of the end plate 13 so as toprevent buff movement of this plate.

A pair of ledge-like vertically extending stops or abutments 27 and 28project laterally inwardly from the sill sides so as to abuttinglyengage the forward edge of the plate 23. Thus, abutment stops 27 and 28serve to prevent buff movement of the plate 23, cylinder ex tension 21,cylinder wall 6 and end plate 13.

Abutments 25, 26, 27 and 28 may be provided by a draft end sill castingof the general type manufactured by Scullen Steel Company of St. Louis,Missouri, and illustrated on page 675 of the Car and LocomotiveEncyclopedia (Simmons-Boardman 1966).

A second cylindrical extension 29 is connected with plate 23 andprojects coaxially of plate 23 away from cylindrical extension 21.Extension 29 contains a pair of horizontally displaced slots 30 and 31.These slots 30 and 31 are horizontally aligned respectively withconventional sill slots 32 and 33. As illustrated, extension slots 30and 31 intersect the free extremity 34 of cylindrical extension 29.

A yoke 35 is slidably supported within a common cylindrical wall 36defined by axially contiguous portions of the extension 21, alignmentplate 23, and extension 29. Thus, yoke 35 has a substantially circularcross section so as to enable it to be telescopingly and slidablyreceived within the guiding and constraining wall 36. Sliding movementof the yoke 35 along the wall 36 may be facilitated by a bushing 40.

Yoke 35 includes a pair of horizontally spaced yoke slots 41 and 42.Slot 41 is aligned horizontally with slots and 32 while yoke slot 42 isaligned horizontally with slots 31 and 33.

Viewing the apparatus as shown in FIG. 1, the rightmost end of slots 41and 42 are closed by longitudinally extending mirror image related, andhorizontally spaced lugs 43a and 43b.

In this connection, it will be appreciated that yoke portion 44 whichprovides slots 41 and 42, is substantially cylindrical in character.Yoke portion 44 is disposed in coaxial relationship with the rim 43 andthe piston means 5.

Sliding movement of yoke 43 may be stabilized by a pair of lugs 45 and46. Lugs 45 and 46 project radially outwardly from rim 43 and aredisposed in horizontal alignment, respectively, with extension slots 30and 31. Thus, during buff movement, the lugs 45 and 46 will slidablyenter the open ended slots 30 and 31 for yoke stabilization and guidingpurposes.

Piston rod 17 is connected to yoke by a conventional spherical bearing47. Mounting plate means 48 and 49, each anchored to yoke 35 by knownfastening means, not shown, provide spherical bearing surfacescooperating with the spherical bearing 47 of rod 17. These plate meansserve to fixedly anchor the spherical bearing 47 in a central pocketportion 50 of yoke 35 disposed in the left end of yoke 35, viewing theapparatus as shown in FIG. 1.

As illustrated, shaft 17 enters yoke 35 through a yoke aperture 51. Withthe spherical bearing arrangement being well known in the railwaycoupling art, its structural details need not be discussed. Suffice itto say that this bearing arrangement provides a mechanism for fixedlyconnecting the piston rod 17 to the yoke 35 so as to prevent axialmovement between these components but permit proper accommodation offorces acting non-axially on the yoke 35.

A conventional coupler or draw bar 52 is interconnected with the sill 2and yoke 35 by a conventional draft key 53. Draft key 53 has asubstantially rectangular cross section in a direction extendinglongitudinally of sill 2. Key 53 is provided with a longitudinallyextending slot 54 embracing key 53.

As will be appreciated from the foregoing discussion, head and slotconnecting means 47, 48, 49, 50 and 51, provides a stress relievingcoupling between piston rod means 17 and the drawbar means 52. Theinterior of yoke 35 provides a socket within which the head end 47 ofthe piston rod 17 is received.

Key 53 passes consecutively through the sill slot 33, the extension slot31, the yoke slot 34, the draw bar slot 54, the yoke slot 41, theextension slot 30 and the sill slot 32.

As shown, key 53 is capable of undergoing longitudinal sliding movementbetween the draft extremity 54a of slot 54 and the buff 54b of thisslot.

Similarly, key 53 is operable to undergo longitudinal sliding movementbetween the buff extremities 41a and 42a of slots 41 and 42 and thedraft extremities 41b and 42b of these slots.

Additionally, the key 53 is operable to undergo longitudinal slidingmovement between the buff extremities 32a and 33a of sill slots 32 and33, respectively, and the draft extremitites 32b and 33b of these sillslots.

FIGS. 1 and 2 illustrate the piston 16 disposed in its fully restored orneutral position within the cylinder wall 9. This positioning of thepiston 16, which occurs in the absence of extraneous coupler forcesacting on the piston rod 17, results from a restoring mechanism 55.

As shown in FIGS. 2, 9 and l2, restoring mechanism 55 comprises rearwardand forward mounting bracket means 56a and 56b, respectively. Bracket56a is attached to an under portion 57a of sill 2, while bracket means56b is attached to an under portion 57b of the railway car sill.

A tongue 58 projects downwardly from the yoke 35. Tongue 58 is fixedlyconnected with a horizontally extending connecting means 59.

A pair of horizontally spaced and longitudinally extending sleeve orcylinder-like rods 60a and 60b are fixedly supported at theirextremities by brackets 56a and 56b. Threaded rods 60c and 60d passthrough sleeves 60a and 60b and connect these units to brackets 56a and56b. A coil spring 61a is mounted on rod 60a with its left-mostextremity anchored by the bracket means 56a. Another coil 61b isanchored on rod means 60b with its leftmost end also engaged by thefixed bracket means 56a.

Tongue 58 fixedly engages an annular recessed portion or groove 59a ofconnecting means 59. This mounting groove 59a is formed on a fitment 59bwhich is fixedly mounted on a rod 59c. A coil spring 59d istelescopingly mounted on rod 59c. A rod carried abutment 59s engages aright-most extremity of the coil spring 59d. An annular flange-likeabutment 59f engages the left-most end of spring 59d. Flange 59f isformed, as shown in FIG. 12, on a cylindrical fitment 59g which isconnected to and projects leftward from a plate 59h. Plate 59h isslidably mounted on rods 60a and 60b. plate 59h abuttingly engages theright-most ends of springs 61a and 61b as shown in FIG. 12. Fitment 59gis axially apertured so as to accommodate axial sliding movement of therod 59c.

By reference to FIGS. 2, 9 and 12, it will be appreciated that tongue 58projects downwardly through a longitudinally extending slot 62 formed inthe base of extension 29 and also downwardly through an opening 63 inthe base of sill 2. Opening 63 and slot 62 accommodate buff andrestoring draft movement of the tongue 58.

During buff movement, the tongue 58 carries the fitment 59a to the left,viewing the apparatus as shown in FIGS. 2 and 12. This leftward movementtends to cause the plate 59h to compress the springs 61a and 61b as theplate moves slidably to the left over sleeve'like rods 60a and 60b. Thisleftward movement of the tongue 58 and fitment 59a also tends to causethe rod 59c to move telescopingly through the axially apertured fitment59g so as to cause the rod flange 59c to compress the spring 59d.

Thus, the springs 59d, 61a and 61b are all available to contribute tothe resilient restoring of the tongue 58 to its neutral position. Thisrestoring, of course, will result from the tendency of the spring 59d torestore the rod 590 to the position shown in FIG. 12,.along with thetendency for the springs 61a and 61b to restore the plate 59h to itsposition of abutting engagement in relation to the mounting flange means56b.

As appreciated be appreciated, the abutment means 56a and the plate 59hprovide abutment means opera ble to tend to compress the coil springs61a and 61b in response to buff movement of the coupler 52. The energystored in springs 61a and 61b, through this compression, tends torestore the coupler 52 to the extremity of draft movement shown in FIG.1.

This restoring action is augmented by the additional or auxiliary coilspring 59d. Abutments 59c and 59f, in essence, provide abutment meansinterposed between the coupler S2 and the right-most end of the springs61a and 61b. This second abutment means tends to induce compression ofthe additional spring 59d when relative movement between tongue 58 andcoil springs 61a and 61b occurs, i.e., when relative buff movementbetween the coupler 52 and this pair of horizontally spaced coil springsoccurs. This compression of spring 59d provides an auxiliary restoringforce tending to move the coupler 52 back to the extremity of its drafttravel as shown in FIG. 1.

At this point, it will be recognized that the extremity of the draftposition of coupler 52 is defined by concurrent engagement between thekey 53 and sill slots 32b and 33b, between the key 53 and coupler slotend 54a, and between coupler face 113 and piston rod plate 48.

It is significant to here note that this position of neutralitycompletely negates the common notion that a restoring mechanism mustprovide a neutral position accommodating some draft movement.

IMPEDANCE SYSTEM FIGS. 1, 2, 6, 7 and 8 illustrate structural details ofthe impedance system which serves to control train action events andeffectively absorb extreme impact forces acting upon the coupler 52.

The impedance mechanism includes a series 64 of longitudinally displacedports formed in high pressure cylinder wall 9.

At this point, it should be noted that in FIGS. 1 through 5, the portsin series 64 are illustrated in a schematic format only, for ease ofoverall comprehension. In fact, as shown in FIG. 6, these ports arestaged about the circumference of wall 9 and are spaced longitudinallyof the axis of cylinder wall 9 in an exponential fashion, with the portspacing decreasing exponentially in a direction extending away from thedraft end of the cylinder means 4 toward the buff end, i.e. the cylinderend closed by cylinder head 11. This exponential spacing is described indetail in the United States Seay Pat.

No. 3,301,410. While exponential spacing is desirable, it is possiblethe exponential spacing may be modified or that additionalnon-exponentially spaced ports may be provided, depending uponanticipated operating conditions.

Thus, as the piston 16 undergoes buff movement from the neutral positionshown in FIG. I, hydraulic fluid, which fills high pressure zone 65,will be expelled from the zone 65 radially outwardly through the portseries 64, and into the interior of the low pressure cylinder means 3.This fluid expelled from zone 65, in response to buff movement of thepiston 16, is returned to the draft side 65a of the interior space 65 bythree relatively high capacity check valves 66, 67 and 68.

Conversely, during draft movement of the piston 16,

FIG. 4, fluid is expelled from high pressure zone a through the portseries 64 into the low pressure zone 10. This fluid from the lowpressure zone 10 returns to the buff end 65b of the high pressurecylinder zone 65 by way of a fourth check valve 69.

From a structural standpoint, each of the check valves 66, 67, 68 and 69is identical such that it is appropriate to describe structural detailsof only one representative valve 69.

As shown in FIG. 7, valve 69 includes a cylindrical body portion 70,connected to .the exterior of cylinder wall 9. This body portionincludes a male threaded coupling portion 71 which is threadablyconnected with a female threaded aperture 72 in cylinder wall 9. Acylindrical valve member 73 is mounted for telescoping movement withinbody member 70. A coil spring 74 hiases valve 73 radially outwardly tothe closed valve po sition shown in FIG. 7. This biasing is effected byhaving one end 74a of coil spring 74 disposed in abutting engagementwith an annular, valve body ledge 75, with the other, outermost end 74bof spring 74 engaging an annular valve flange 76. In the closed valveposition a plurality of ports 77, projecting radially through acylindrical valve wall 78, are isolated from the high pressure zone 65.This isolation is effected by having a closed plate 79 at the inner endof valve 73 valvingly and substantially sealingly engage a seat 80formed in valve body With this valve structure, fluid pressure withinthe zone 65 will tend to close the valve. Pressure in the zones 10,which exceeds that in the zone 65, will overcome the biasing influenceof the valve spring 74 and move the valve member 73 inwardly to an openvalve condition.

The three valves 66, 67 and 68 at the draft end of the cylinder wall 9provide the necessary high flow capacity to return flow to the cylinderzone 65a during buff movement of the piston 16. Indeed, the totalcapacity of the ports 77 of each of the valves 66, 67 and 68 maysubstantially exceed the total flow capacity of the ports 77 of thevalve 69 so as to more effectively accommodate the buff return flow. Aswill be appreciated, with the draft shock forces being normallysubstantially less than buff shock forces, the lower capacity of thesingle valve unit 69 will provide a sufficient return flow capacity toenable fluid to be restored to the buff zone 65b in response to draftmovement of the piston 16.

Effective control over run-out type train action events is provided by acontrol valve 81 mounted in the draft end of the cylinder wall 9 asshown schematically in FIG. 6. Valve 81 is of the control valve typedescribed in detail in the aforesaid Stephenson et al. U.S. Pat. No.3,451,561.

As is shown in FIG. 6, the plurality of relatively high capacity checkvalve means 66, 67 and 68 and the re lief valve means 81 are located ingeneral alignment with a common plane extending perpendicular to theaxis of reciprocation of piston means 16.

To summarize briefly, valve 81 includes a valve body 82 with anexternally threaded, male coupling portion 83. Valve body 82 isconnected to the exterior of high away from the full buff position ofthis piston shown in pressure cylinder wall 9 through a male, threadedcoupling portion 83 which is threadedly engaged with a female threadedaperture 84 formed in wall 9.

As will be here appreciated, the radial width of the annular space 10 issufficient to accommodate this mounting of the valve 31, as well as thepreviously described and essentially similar mountings of the returnvalves 66, 67, 68 and 69, and allow for flow through these valvesbetween the zones and 65.

Valve 81 includes cylindrical valve member 85 mounted for telescopingaxial movement in a valve body aperture 86. A coil spring 86 biases thevalve member 85 radially inwardly. This biasing is effected by havingthe innermost end 870 of spring 87 engage a flange 88 projectingradially outwardly from the valve member 85, while an outermost end 87bof spring 87 engages a flange 89 projecting radially inwardly fromcylindrical valve body 82.

With this biasing arrangement, one or more radially extending ports 90formed in valve member 85 are disposed inwardly of cylinder wall 9 so asto be in fluid communication with the zone 65. The innermost extremityof the valve member 85 is closed by a valve head plate portion 91, asschematically shown.

With the valve member 85 biased to the normally open valve positionshown in FIG. 8, fluid may flow out of the draft zone 65a and into thelower pressure zone 10 in response to draft movement of the piston 16.Thus, in railway yards, if car coupling has been effected so as toinduce some buff movement of the piston 16, the normally open conditionof the valve 81 will provide for a relatively rapid restoration of thepiston 16 to the neutral position illustrated in FIG. 1. However, with atrain in motion, and with run-out train action tending to imposerelatively higher draft movement velocities on the piston 16, the fluidflowing through the port means 90 will be moving at such a velocity asto create a pressure drop across the wall 91 operable to move the valvemember 85 outwardly to a closed valve position. This closed valveposition will result by retracting the ports 90 into the wall aperture86, and by moving the valve head 92 into substantially valve closingengagement with the wall portion 93 of valve body 82. Once valve 81closes in response to such run-out action, increased resistance to anoutflow of fluid from zone 65a results. This increased resistance to anoutflow of fluid flow effectively impedes the draft movement of thepiston 16 so as to reduce the severity and extent of the run-out event.

FLUID SCAVENGING AND RETENTION SYSTEM A significant facet of theinvention resides in a unique scavenging and fluid retention systemwhich effectively eliminates the need for high precision sealstructures.

As shown in FIGS. 1, 2 and 3, the auxiliary piston rod 19 is supportedby a bushing 94. Bushing 94 is mounted in the aperture and interposedradially between the edge of this aperture in plate 13 and the auxiliarypiston rod 19. The bushing 94 provides effective stabilization andguiding for the auxiliary piston rod 19 but may permit some axialleakage between the bushing 94 and the shaft 19.

Hydraulic fluid which may have leaked between the bushing 94 and theshaft 19 will enter a fluid reservoir 95 defined by a verticallyelongate housing wall 96. Housing wall 96, which is operable totelescopingly receive piston rod 19 during its buff movement, may besecured by threaded fastening means 96a to end plate 13 so as to belocated externally of the unit cylinder means and enclose the end ofauxiliary piston rod 19 which projects beyond wall 13 and away from thehigh pressure zone 65. Thus, wall 96 serves to protect the reciprocatingor auxiliary piston rod 19 and also serves to retain hydraulic fluidwhich has leaked out of the zone b. This fluid is returned to the lowpressure reservoir zone 10 by passage means 97 formed in the lower endof the plate 13, as schematically shown in FIG. 3.

A seal assembly 98 fabricated of conventional sealing elements isinterposed radially between the periphery of the aperture 18 of plate 14and the outer periphery of the main piston rod 17. Fluid that may tendto leak along the interface of the seal means 98 and the shaft 17 isreturned to low pressure reservoir 10 by way of the scavenging passagemeans 99 shown schematically in FIG. 3.

Passage means 99 communicates with the interface of the seal means 18and shaft 17 by way of an annular fitment 100. This fitment includes anannular groove 101 adjacent the shaft 17, an annular groove 103communicating with the scavenging passage means 99, and radial ports 104which provide communication between the grooves 101 and 103.

In this connection, it will be understood that the cavities 65 and 10and the reservoir will be substantially filled with hydraulic fluidwhich serves to impede and control the movement of the piston 16. Thishydraulic fluid will completely fill the space 65 and will occupy thevoid space of reservoir 95 and the void space in low pressure zone 10 soas to provide a fluid head operable to maintain complete filling of thehigh pressure zone 65. However, in zones 95 and 10, enough void spacemust be left to accommodate reciprocating movement of piston rod 19 inspace 95.

DIMENSIONAL CRITERIA With key 53 engaging coupler slot end 54a, alongitudinal gap 105 exists between coupler slot and 54b and key 53.

With key 53 engaged with sill slot ends 32b and 33b, and with yoke 35disposed at its fully restored position, a longitudinal gap 106 willexist between the key 53 and the yoke slot ends 41b and 42b.

The axial extent of the gap 105 slightly exceeds the longitudinal extentof the gap 106.

The longitudinal gap 107 between the left-most end 108 of yoke 35 andthe right-most abutment defining end 109 of plate 14 determines theextent of draft travel of the yoke 35.

The increment 107 is slightly shorter than the longitudinal increment107a existing between the left-most side 110 of the piston 16 and therightmost side 1111 of cylinder zone 65, as defined by the bushing 94and the cylinder head 11.

The longitudinal length 112 of the coupler portion extending betweenslot end 54a and the left-most extremity 113 of the coupler 52 is suchas to enable the plate 48 to abuttingly engage the coupler bar face 113,with the yoke 35 fully restored and the key 53 engaged with the sillslot ends 32b and 33b. In other words, the longitudinal extent of thisportion of the coupling bar enables the yoke 35 to be fully restoredwithout engagement between the key 53 and the sill slots and couplerslot preventing such full restoration.

The longitudinal gap 114 between key 53 and sill slot ends 32a and 33a(with key engaging slot ends 32b and 33b), augmented by the length ofgap 106, yields an increment which is slightly less than the length ofincrement 107. This allows for a two stage transfer of buff shock tosill 2, in a manner to be now described.

MODE OF OPERATION OF UNIT The operation of the cushioning device 1 willbe described, consecutively, from a condition of neutrality, through afull buff condition, and finally back to a condition of full restorationor neutrality.

Commencing with the neutral or fully restored condition of the apparatusshown in FIG. 1, it will be seen that the yoke 35, acting through theplate 48 is in engagement with the coupler end 113. As buff force isimposed on the coupler 52 the coupler end 113, acting on the plate 48,presses the yoke 35 to the left. As this buff movement continues, underthe full control of the hydraulic fluid within the zone 65b, the key 53will be brought into engagement with the sill slot ends 32a and 33a.With the key 53 thus engaging these sill slot ends, the other orright-most end of the key 53 will abuttingly engage the yoke slot ends4112 and 42b. This concurrent engagement between the yoke and sill slotends and the key 53 will occur slightly before the yoke face 108abuttingly engages the cylinder defined abutment 109, because of thepreviously described relations between increments 114, 106 and 107.Thus, the elasticity of the sill, key and yoke will provide some initialabsorption of buff forces, while the yoke 35 continues limited buffmovement equal to the difference between the increments or gaps 105 and106. This difference in incre ments is sufficient to enable thecontinued buffed movement of the yoke 35 to bring the faces 108 and 109into abutting engagement. When this abutting engagement occurs, shockforces will be transmitted, in a second phase, through the plate 14 andheavy cylinder wall 9 to the end plate 13. This shock force transmittedto the plate 14 will be transmitted to the sill 2 through the abutmentdefining brackets 25 and 26.

Thus, it will be appreciated that mechanical buff force is absorbed intwo stages. The first stage of mechanical shock absorption occurred atthe point where the yoke slot ends 41b and 42b and the sill slot ends32a and 33a simultaneously engaged the key 53. The second, andsubsequent, stage of mechanical shock absorption occurred at the pointwhere the face 108 abuttingly engaged the cylinder face 109. At thispoint of second shock absorption, illustrated in FIG. 4, it issignificant to note that mechanical shock is dissipated or transmittedthrough the unit 1 to the sill 2 without passing through the relativelythin walled, cylinder side wall 6. In this manner, damage to the thinwalled cylinder means 3 is effectively avoided.

Restoration of the piston 16 from the full buff condition shown in FIG.4 to the control position shown in FIG. 1, is effected by springs of therestoring mechanism 55.

When faces 108 and 109 abut, some space remains in zone 65b, as shown inFIG. 4. This insures that, in the full buff position of piston 16,excessive fluid pressure is not developed. During the restoring or draftmovement of the piston 16, influenced either by the mechanism 55 or adraft force acting on the coupler 52, the yoke 35 will move to theright, viewing the apparatus as shown in FIG. 1.

Near the end of this draft movement, the key 53 will be brought intoabutting engagement with the sill slot ends 32b and 33b.

Where the draft force of coupler 5.2 exceeds the restoringforce of unit55, this abutting engagement between the key and the sill slot ends takeplace prior to the termination of the restoring movement of the piston16 and the yoke 35. The previously noted gaps I06 and will enable theyoke 35 to continue its restoring movement for an increment equal to thegap 106. This continued movement of the yoke 35, which will be effectedby the restoring mechanism 55, will close the gap 106 between thecoupler 52 and the yoke 35, i.e. bring the yoke face 48 into abuttingengagement with the coupler end 113.

As shown in FIG. 5, with draft forces acting on the coupler 52, the gap106 will exist longitudinally between the face 113 and the plate 48 atthe point where the key 53 has engaged the slot ends 32b and 33b,assuming, of course, as earlier noted, that draft force on coupler 52,rather than the restoring spring force of unit 55 is governingrestoration.

Where the restoring force of unit 55 governs, gap 106 between face 113and plate 48 will have been closed prior to the engagement of key 53with slot ends 32b and 33b. However, even under this modeof restoration,the unit parts, at full restoration, will assume the disposition shownin FIG. I.

It will thus be appreciated that train action or run-out events asdetermined by the sliding movement of the key 53 in the sill slots 32and 33 are limited to the gap 114 schematically shown in FIG. 1. Thisgap 114 is less than the increment of buff movement of the coupler 52under the continuous control of the fluid in the reservoir 65 of theimpedance mechanism. As will be appreciated the difference between thekey slot controlled increment 114 and the total increment 107 ofcontrolled buff movement results from the gaps 105 and 106, i.e.lost-motion connections between the coupler and the keyas well asbetween the yoke and the key.

ADDITIONAL CONTROL MEANS Run-in control aspects of the invention may beable to be improved in certain instances by employing the run-in controlvalve means concepts featured in United States Stephenson et al. PatentNo. 3,589,528 and U.S. Seay et al. Patent No. 3,589,527.

Thus, for example, the run-in control valve means 96 may be associatedwith one or more of the port means in port series 64.

SUMMARY OF STABILIZING AND ANTI-DEFLECTION FEATURES As will beapparentfrom the foregoing discussion, this invention contemplates certainsignificant stabilizing and anti-deflection features.

These features will now be reviewed with reference to FIG. la whichillustrates various components of the system in an exploded" or prior toassembly, schematic format.

As shown in FIG. la, the stabilizing housing means 21, 29 is connectedwith the cylinder means 3, 4. Of course, it will here be recalled fromFIG. 1 that the connecting means 47 detachably connects the yoke means35 with the piston means 17.

The stabilizing housing means 21, 29 includes connection stabilizingmeans 36 which telescopingly receives the connecting means 47 andstabilizes this connecting means against lateral deflection caused bybuff force acting on the piston means 17. The yoke means 35 is operableto abuttingly engage a draft end 109 of the cylinder means in responseto buff force acting on the piston means, as was described in connectionwith FIG. 1.

The draft means 52 is connected with the yoke means 35. A first stopmeans 25, 26 is operable within the sill means 2 within which thecylinder means 3, 4 is positioned, to engage this cylinder means andprevent buff force induced movement of this cylinder means and thestabilizing housing means 21, 29. A second stop means 27, 28 is operablewithin the sill means 2 to be spaced from the cylinder means 3, 4 andengage the stabilizing housing means 21, 29 at plate 23 and preventdraft movement of this cylinder means and the stabilizing housing means21, 29 connected therewith.

The antideflection functioning plate means 23 is operable within thesill means 2 to prevent substantial lateral deflection of thestabilizing housing means. This antideflection means 23 extends betweenthe housing means 21, 29 and the sill means 2 at a location spaced fromthe cylinder means and located between a draft extremity 109 of thecylinder means and a coupling extremity of the draft means 52.

SUMMARY OF MAJOR ADVANTAGES AND SCOPE OF INVENTION One advantage of theinvention relates to the provision of a pocket" or drop-in type draftgear which is characterized by a modularization of components whichsimplifies fabrication, installation and servicing.

Another advantage of the invention relates to the provision of a draftgear including means for minimizing the number of stops or abutmentsrequired to mount the draft gear in the interior of a railway sill andlimited draft gear movement. Intermediate sill stops engaging the draftend of the cylinder means are elimi nated.

Another advantage of the invention pertains to the provision of a uniquemounting arrangement which stabilizes the connection between anhydraulic impedance mechanism and draft or coupling means, so as toprevent the imposition of substantial lateral deflection forces on thepiston means of the impedance mechanism where it passes telescopinglythrough a wall means to a cylinder means component of the impedancemechanism.

A still further advantage of the invention relates to the provision ofan arrangement which effectively prevents the transmission of excessivecompressive forces through the relatively lower pressure containing,outer side wall means of an impedance mechanism at the extremity of buffmovement of the impedance mechanism components.

It is also a significant advantage of the invention that a fitmentscavening system provides a durable and reliable scavenging arrangemententirely housed within an impedance mechanism.

The stabilizing aspects of the invention are particularly advantageous.The cylinder-like extension or housing means, which projects forward ofthe cylinder means and telescopingly receives the yoke, effectivelystabilizes the connection between the yoke and the piston component ofthe cushioning apparatus. The abutment system which serves to engage,and thus limit draft movement of, the stabilizing housing means operatesto effectively prevent the imposition of excessive lateral forces on thepiston of the cushioning apparatus where it enters the cylinder means ofthis apparatus and on the connecting means 47.

In preventing the imposition of substantial or meaningful compressiveforces on the outer cylinder wall, the cushioning apparatus prevents thetransmission of potentially injurious forces through this outer cylindermeans wall in the extreme buff condition of the cushioning apparatus.

The overall combination of the sill mounted cylinder, the double rodpiston, and the stress relieving coupling between the rod and a drawbarprovides a uniquely easy to install drop-in type assembly. This assemblyrequires minimal sill modification, yet is rugged in its operatingcharacteristics.

The arranging of the check valves and relief valves in general alignmentwith a common plane, at least at one end of the cylinder, as shown, forexample, in FIG. 6, provides an installation which is relatively easyand convenient to fabricate and service.

The scavenging and fluid retention system of the unit enables theavoidance of high precision seals so as to maintain fabrication cost ata relatively low level.

The check valve flow control system, as well as the train action controlvalve, provide a modular concept for controlling fluid flow in theimpedance system. This unique modular approach provides greatversatility in manufacturing and enables units to be easily modified inaccordance with different operating criteria.

As will be appreciated, the overall unit is characterized by extremestructural simplicity and is readily incorporable in conventionalrailway car sills. Little or no modification of such sills is requiredto effect the installation of the cushioning unit.

In describing and claiming the invention, reference has been made tovarious key and slot structures. Where this terminology is employed itwill be understood that it is intended to contemplate and embrace theobvious reversal of parts, the use of pins in lieu of flat plate-likekeys, etc. It will also be understood that to facilitate the disclosureof this invention, components have been shown in a unitized formatwhere, obviously, assembly operations would require multielement units.

In describing the invention, reference has been made to a preferredembodiment. However, those skilled in the railway cushioning art andfamiliar with the disclosure of this invention may well recognizeadditions, deletions, substitutions, or other modifications which wouldfall within the purview of this invention as set forth in the appendedclaims.

What is claimed is:

1. An apparatus for cushioning forces imposed on a train coupling, saidapparatus comprising:

cushioning apparatus including cylinder means,

piston means contained within and movable relative to said cylindermeans,

hydraulic fluid impedance means contained within said cylinder means andoperable to impede, buff force and draft force induced relative movementbetween said piston means and said cylinder means;

yoke means;

connecting means operable to interconnect said yoke means with saidpiston means;

stabilizing means operable to telescopingly receive said connectingmeans interconnecting said yoke means and said piston means; andantideflection means operable to engage said stabilizing means andprevent substantial lateral deflection thereof. 2. An apparatus asdescribed in claim 1 wherein: said cylinder means includes relativelyhigh pressure containing, inner side wall means; relatively lowerpressure containing, outer side wall means; and compression limitingmeans operable to prevent the transmission of excessive compressiveforces through said relatively lower pressure containing outer side wallmeans when said piston means and cylinder means are in a full buffcondition. 3. An apparatus for cushioning forces imposed on a traincoupling, said apparatus comprising:

cushioning apparatus including cylinder means, piston means containedwithin and movable relative to said cylinder means, hydraulic fluidimpedance means contained within said cylinder means and operable toimpede, buff force and draft force induced relative movement betweensaid piston means and said cylinder means; yoke means; and connectingmeans operable to interconnect said yoke means with said piston means;said cylinder means including relatively high pressure containing innerside wail means; relatively lower pressure containing outer side wallmeans; and compression limiting means operable to prevent thetransmission of excessive compressive forces through said relativelylower pressure containing outer side wall means when said piston meansand cylinder means are in a full buff condition, with said yoke meansengaged with said cylinder means. 4. An apparatus for cushioning forcesimposed on a train coupling, said apparatus comprising:

cushioning apparatus including cylinder means, piston means containedwithin and movable relative to said cylinder means, hydraulic fluidimpedance means contained within said cylinder means and operable toimpede, buff force and draft force indiced relative movement betweensaid piston means and said cylinder means; stabilizing housing meansconnected with said cylinder means; yoke means; connecting meansdetachably connecting said yoke means with said piston means; saidstabilizing housing means including connection stabilizing meanstelescopingly receiving said connecting means and stabilizing saidconnecting means against lateral deflection caused by buff force actingon said piston means; said yoke means being operable to abuttinglyengage a draft end of said cylinder means in response to said buff forceacting on said piston means;

draft means connected with said yoke means; first stop means operablewithin a sill means within which said cylinder means is positioned toengage said cylinder means and prevent buff force induced movement ofsaid cylinder means and said stabilizing housing means; second stopmeans operable within said sill means to be spaced from said cylindermeans and engage said stabilizing housing means and prevent draftmovement of said cylinder means and said stabilizing housing means; andantideflection means operable within said sill means to preventsubstantial lateral deflection of said stabilizing housing means, saidantideflection means extending between said stabilizing housing meansand said sill means at a location spaced from said cylinder means andlocated between a draft extremity of said cylinder means and a couplingportion of said draft means. 5. A railway cushioning apparatuscomprising: outer cylinder means; said outer cylinder means to define anannular space; piston means mounted for axial sliding movement withinand relative to said inner cylinder means; hydraulic impedance meansoperable to impede, but permit, a flow of fluid from the interior of oneend of said inner cylinder means to and through said annular space andinto the interior of another end portion of said inner cylinder means;means operable to connect one of said piston means and outer cylindermeans with coupling means; means operable to transmit mechanical, buffshock longitudinally through said inner cylinder means and substantiallyprevent the transmission of said mechanical buff shock through saidouter cyiinder means; said last named means comprising cylinder headmeans closing one end of said inner cylinder means, slidably mountedwithin said outer cylinder means, and operable in response to buff shocktransmitted thereto, to transmit buff shock to said inner cylindermeans, said cylinder head means being further operable in response tobuff shock induced, axial contraction of said inner cylinder means tomove longitudinally of and relative to said outer cylinder means;stabilizing means operable to telescopingly receive said means operableto connect said coupling means and said piston means; and antideflectionmeans operable to engage said stabilizing means and prevent substantiallateral deflection thereof. 6. A railway cushioning apparatuscomprising: cylinder means having well means including side wall means,first end wall means, and second end wall means, said firstand secondend wall means being connected with and spaced longitudinally of saidside wall means; mounting means operable to secure said cylinder meansin generally fixed position within a railway car sill; piston meansslidably disposed within said cylinder means and including, piston bodymeans telescopingly mounted within said side wall means of said cylindermeans, and piston rod means telescopingly projecting through each ofsaid first and second end wall means of said cylinder means; interiorimpedance zone means located within said cylinder means, said impedancezone means containing liquid, and being operable to impede movement ofsaid piston body means relative to said side wall means of said cylindermeans, with said piston body means in combination with said cylinderside wall means defining buff and draft ends of said impedance zonemeans located on longitudinally opposite sides of said telescopinglymounted piston body means; generally annular return flow passage meanscomprising a continuous chamber surrounding said first and second endwall means and side wall means of said cylinder means by generallyencircling at least said side wall means and at least portions of saidfirst and second end wall means of said cylinder means and operable toreceive fluid expelled from said impedance zone means in response tomovement of said piston body means relative to said cylinder side wallmeans; generally fluid-tight housing means comprising generally mutuallysealed side and end wall portions operable to house said cylinder meansand return flow passage means, with the chamber of said re turn flowpassage means being disposed between said housing means and saidcylinder means; socketed coupling means operable to interconnect saidpiston rod means and a drawbar of a railway car; said socketed couplingmeans including enlarged head means carried by said piston rod means,yoke means operable to be connected with said drawbar, and socket meansdefined by said yoke means and operable to support said enlarged headmeans in socketed relation with said yoke means; port means in saidcylinder means disposed at said buff and draft ends of said cylindermeans and providing communication between said buff and draft ends ofsaid interior impedance zone means of said cylinder means and saidcontinuous chamber and operable to impede a flow of fluid out of saidimpedance zone means in response to buff and draft force inducedmovement of said piston body means relative to said cylinder side wallmeans; relatively high capacity check valve means carried by saidcylinder means and operable to permit a flow of fluid from saidcontinuous chamber into at least one of said buff and draft ends of saidimpedance zone means of said cylinder means; and relief valve meansoperable to relieve pressure in said at least one of said buff and draftends of said impedance zone means and carried by said cylinder means;said relief valve means and said relatively high capacity check valvemeans each including passage means defining a continuation of said atleast one of said buff and draft ends of said interior impedance zonemeans; scavenging means including;

generally annular fitment means telescopingly receiving a portion ofsaid piston rod means,

generally annular scavenging passage means carried by said fitmentmeans, generally encircling said piston rod means, and operable toreceive fluid passing between said fitment means and said portion ofsaid piston rod means, first transverse passage means extending throughsaid fitment means generally outwardly of an axis of reciprocation ofsaid piston rod means and communicating with said generally annularscavenging passage means, and second passage means defining acontinuation of said return flow passage means, and providingcommunication between said first transverse passage means and a portionof said return flow passage means generally adjacent one of said firstand second end wall means; said relief valve means and said check valvemeans each including valve seat means and valve'means valvinglycooperable with said valve seat means, with each said valve seat meansand valve means being contained inside said cylinder means and housedwithin a continuation of said impedance zone means which is containedwithin body means of said wall means of said wall means of said cylindermeans; said cylinder means including compression limiting means operableto prevent the transmission of excessive compressive forces through saidrelatively lower pressure containing outer side wall means when saidpiston means and cylinder means are in a full buff condition;stabilizing means operable to telescopingly receive said socketedcouplingmeans; and antideflection means operable to engage saidstabilizing means and prevent substantial lateral deflection thereof. 7.A railway cushioning apparatus comprising: cylinder means having wellmeans including side wall means, first end wall means, and second endwall means, said first and second end wall means being connected withand spaced longitudinally of said side wall means; mounting meansoperable to secure said cylinder means in generally fixed positionwithin a railway car sill; piston means slidably disposed within saidcylinder means and including, piston body means telescopingly mountedwithin said side wall means of said cylinder means, and piston rod meanstelescopingly projecting through each of said first and second end wallmeans of said cylinder means; interior impedance zone means locatedwithin said cylinder means, said impedance zone means containing liquid,and being operable to impede movement of said piston body means relativeto said side wall means of said cylinder means, with said piston bodymeans in combination with said cylinder side wall means defining buffand draft ends of said impedance zone means located on longitudinallyopposite sides of said telescopingly mounted piston body means;

generally annular return flow passage means comprising a continuouschamber surrounding said first and second end wall means and side wallmeans of said cylinder means by generally encircling at least said sidewall means and at least portions of said first and second end wall meansof said cylinder means and operable to receive fluid expelled from saidimpedance zone means in response to movement of said piston body meansrelative to said cylinder sidewall means; generally fluid-tight housingmeans comprising generally mutually sealed side and end wall portionsoperable to house said cylinder means and return flow passage means,with the chamber of said return flow passage means being disposedbetween said housing means and said cylinder means; socketed couplingmeans operable to interconnect said piston rod means and a drawbar of arailway car; said socketed coupling means including enlarged head meanscarried by said piston rod means, yoke means operable to be connectedwith said drawbar, and socket means defined by said yoke means andoperable to support said enlarged head means in socketed relation withsaid yoke means; port means in said cylinder means disposed at said buffand draft ends of said cylinder mearis and providing communicationbetween said buff and draft ends of said interior impedance zone meansof said cylinder means and said continuous chamber and operable toimpedea flow of fluid out of said impedance zone means in response tobuff and draft force induced movement of said piston body means relativeto said cylinder side wall meansi'; relatively high capacity check valvemeans'carried by said cylinder means and operable to permit a flow offluid from said continuous chamber into at least one of said buff anddraft ends of said impedance zone means of said cylinder means; and;relief valve means operable to relieve pressure in said at least one ofsaid buff an draft ends of said impedance zone means and carried by saidcylinder means; said relief valve means and said relatively highcapacity check valve means .each including passage means defining acontinuation of said at least one of said buff and draft ends ofinterior impedance zone means; i scavenging means including generallyannular fitment means telescopingly receiving a portion of said pistonrod means, generally annular scavenging passage means carried by saidfitment means, generally encircling said piston rod means, and operable;to receive fluid passing between said fitment means and said portion ofsaid piston rod means, first transverse passage means extending throughsaid fitment means generally outwardly of an axis of reciprocation ofsaid piston rod means and communicating with said generally annularscavenging passage means, and second passage means defining acontinuation of said return flow passage means, and providingcommunication between said first transverse passage means and a portionof said return flow passage means generally adjacent one of said firstand second end wall means; and said relief valve means and said checkvalve means each including valve seat means and valve means valvinglycooperable with said valve seat means, with each said valve seat meansand valve means being contained inside said cylinder means and housedwithin a continuation of said impedance zone means which is containedwithin body means of said wall means of said cylinder means; stabilizinghousing means connected with said cylinder means; said stabilizinghousing means including connection stabilizing means telescopinglyreceiving; said socket means and stabilizing said socket means againstlateral deflection caused by buff force acting on said piston means;said yoke means being operable to abuttingly engage a draft end of saidcylinder means in response to said buff force acting on said pistonmeans; draft means connected with said yoke means; first stop meansoperable within a sill means within which said cylinder means ispositioned to engage said cylin er means and prevent buff force inducedmovement of said cylinder means and said stabilizing housirig means;second stop means operable within said sill means to be spaced from saidcylinder means and engage said stabilizing housing means and preventdraft movement of said cylinder means and said stabilizing housingmeans; and antideflection means operable within said sill means toprevent substantial lateral deflection of said stabilizing housingmeans, said antideflection means extending between said stabilizinghousing means and said sill means at a location spaced from saidcylinder means and located between a draft extremity of said cylindermeans and a coupling portion of said draft means. 8. A railwaycushioning apparatus as described in claim 7 wherein:

said apparatus includes:

compression limiting means operable to prevent the transmission ofexcessive compressive forces through said housing means when said pistonmeans and cylinder means are in a full buff condition.

# I! II t Patent No. 329 Dat d August 14, 1973 1nventor(s) Orum E. Seay,Robert Q. Shelton It is certified that error appears in theabove-identified patent and that said Letters Patent are herebycorrected as shown below:

In column 7, line 3, delete "appreciated" (first occurrence) and insertin its place will In column 13, line 55, delete "scavening" and insertin its place scavenging In column 15, line 52, delete "indiced" andinsert in its place induced In column 19, line 40, delete "an" andinsert in its place and I Signed and sealed this 2nd day of April 1971(SEAL) Attest:

EDWARD MILETCHERJR. G. MARSHALL DANN Attssting Officer Commissioner ofPatents FORM po'wso (10459) I USCOMM-DC 60376-P69 ,U.S. GOVERNMENTPRINTING OFFICE 2 19GB 0-355-33l.

1. An apparatus for cushioniNg forces imposed on a train coupling, saidapparatus comprising: cushioning apparatus including cylinder means,piston means contained within and movable relative to said cylindermeans, hydraulic fluid impedance means contained within said cylindermeans and operable to impede, buff force and draft force inducedrelative movement between said piston means and said cylinder means;yoke means; connecting means operable to interconnect said yoke meanswith said piston means; stabilizing means operable to telescopinglyreceive said connecting means interconnecting said yoke means and saidpiston means; and antideflection means operable to engage saidstabilizing means and prevent substantial lateral deflection thereof. 2.An apparatus as described in claim 1 wherein: said cylinder meansincludes relatively high pressure containing, inner side wall means;relatively lower pressure containing, outer side wall means; andcompression limiting means operable to prevent the transmission ofexcessive compressive forces through said relatively lower pressurecontaining outer side wall means when said piston means and cylindermeans are in a full buff condition.
 3. An apparatus for cushioningforces imposed on a train coupling, said apparatus comprising:cushioning apparatus including cylinder means, piston means containedwithin and movable relative to said cylinder means, hydraulic fluidimpedance means contained within said cylinder means and operable toimpede, buff force and draft force induced relative movement betweensaid piston means and said cylinder means; yoke means; and connectingmeans operable to interconnect said yoke means with said piston means;said cylinder means including relatively high pressure containing innerside wall means; relatively lower pressure containing outer side wallmeans; and compression limiting means operable to prevent thetransmission of excessive compressive forces through said relativelylower pressure containing outer side wall means when said piston meansand cylinder means are in a full buff condition, with said yoke meansengaged with said cylinder means.
 4. An apparatus for cushioning forcesimposed on a train coupling, said apparatus comprising: cushioningapparatus including cylinder means, piston means contained within andmovable relative to said cylinder means, hydraulic fluid impedance meanscontained within said cylinder means and operable to impede, buff forceand draft force indiced relative movement between said piston means andsaid cylinder means; stabilizing housing means connected with saidcylinder means; yoke means; connecting means detachably connecting saidyoke means with said piston means; said stabilizing housing meansincluding connection stabilizing means telescopingly receiving saidconnecting means and stabilizing said connecting means against lateraldeflection caused by buff force acting on said piston means; said yokemeans being operable to abuttingly engage a draft end of said cylindermeans in response to said buff force acting on said piston means; draftmeans connected with said yoke means; first stop means operable within asill means within which said cylinder means is positioned to engage saidcylinder means and prevent buff force induced movement of said cylindermeans and said stabilizing housing means; second stop means operablewithin said sill means to be spaced from said cylinder means and engagesaid stabilizing housing means and prevent draft movement of saidcylinder means and said stabilizing housing means; and antideflectionmeans operable within said sill means to prevent substantial lateraldeflection of said stabilizing housing means, said antideflection meansextending between said stabilizing housing means and said sill means ata location spaced from said cylinder means and located betwEen a draftextremity of said cylinder means and a coupling portion of said draftmeans.
 5. A railway cushioning apparatus comprising: outer cylindermeans; said outer cylinder means to define an annular space; pistonmeans mounted for axial sliding movement within and relative to saidinner cylinder means; hydraulic impedance means operable to impede, butpermit, a flow of fluid from the interior of one end of said innercylinder means to and through said annular space and into the interiorof another end portion of said inner cylinder means; means operable toconnect one of said piston means and outer cylinder means with couplingmeans; means operable to transmit mechanical, buff shock longitudinallythrough said inner cylinder means and substantially prevent thetransmission of said mechanical buff shock through said outer cylindermeans; said last named means comprising cylinder head means closing oneend of said inner cylinder means, slidably mounted within said outercylinder means, and operable in response to buff shock transmittedthereto, to transmit buff shock to said inner cylinder means, saidcylinder head means being further operable in response to buff shockinduced, axial contraction of said inner cylinder means to movelongitudinally of and relative to said outer cylinder means; stabilizingmeans operable to telescopingly receive said means operable to connectsaid coupling means and said piston means; and antideflection meansoperable to engage said stabilizing means and prevent substantiallateral deflection thereof.
 6. A railway cushioning apparatuscomprising: cylinder means having well means including side wall means,first end wall means, and second end wall means, said first and secondend wall means being connected with and spaced longitudinally of saidside wall means; mounting means operable to secure said cylinder meansin generally fixed position within a railway car sill; piston meansslidably disposed within said cylinder means and including, piston bodymeans telescopingly mounted within said side wall means of said cylindermeans, and piston rod means telescopingly projecting through each ofsaid first and second end wall means of said cylinder means; interiorimpedance zone means located within said cylinder means, said impedancezone means containing liquid, and being operable to impede movement ofsaid piston body means relative to said side wall means of said cylindermeans, with said piston body means in combination with said cylinderside wall means defining buff and draft ends of said impedance zonemeans located on longitudinally opposite sides of said telescopinglymounted piston body means; generally annular return flow passage meanscomprising a continuous chamber surrounding said first and second endwall means and side wall means of said cylinder means by generallyencircling at least said side wall means and at least portions of saidfirst and second end wall means of said cylinder means and operable toreceive fluid expelled from said impedance zone means in response tomovement of said piston body means relative to said cylinder side wallmeans; generally fluid-tight housing means comprising generally mutuallysealed side and end wall portions operable to house said cylinder meansand return flow passage means, with the chamber of said return flowpassage means being disposed between said housing means and saidcylinder means; socketed coupling means operable to interconnect saidpiston rod means and a drawbar of a railway car; said socketed couplingmeans including enlarged head means carried by said piston rod means,yoke means operable to be connected with said drawbar, and socket meansdefined by said yoke means and operable to support said enlarged headmeans in socketed relation with said yoke means; port means in saidcylinder means disposed at said buff and draft ends of said cylindermeans and providing communication between said buff and draft ends ofsaid interior impedance zone means of said cylinder means and saidcontinuous chamber and operable to impede a flow of fluid out of saidimpedance zone means in response to buff and draft force inducedmovement of said piston body means relative to said cylinder side wallmeans; relatively high capacity check valve means carried by saidcylinder means and operable to permit a flow of fluid from saidcontinuous chamber into at least one of said buff and draft ends of saidimpedance zone means of said cylinder means; and relief valve meansoperable to relieve pressure in said at least one of said buff and draftends of said impedance zone means and carried by said cylinder means;said relief valve means and said relatively high capacity check valvemeans each including passage means defining a continuation of said atleast one of said buff and draft ends of said interior impedance zonemeans; scavenging means including generally annular fitment meanstelescopingly receiving a portion of said piston rod means, generallyannular scavenging passage means carried by said fitment means,generally encircling said piston rod means, and operable to receivefluid passing between said fitment means and said portion of said pistonrod means, first transverse passage means extending through said fitmentmeans generally outwardly of an axis of reciprocation of said piston rodmeans and communicating with said generally annular scavenging passagemeans, and second passage means defining a continuation of said returnflow passage means, and providing communication between said firsttransverse passage means and a portion of said return flow passage meansgenerally adjacent one of said first and second end wall means; saidrelief valve means and said check valve means each including valve seatmeans and valve means valvingly cooperable with said valve seat means,with each said valve seat means and valve means being contained insidesaid cylinder means and housed within a continuation of said impedancezone means which is contained within body means of said wall means ofsaid wall means of said cylinder means; said cylinder means includingcompression limiting means operable to prevent the transmission ofexcessive compressive forces through said relatively lower pressurecontaining outer side wall means when said piston means and cylindermeans are in a full buff condition; stabilizing means operable totelescopingly receive said socketed coupling means; and antideflectionmeans operable to engage said stabilizing means and prevent substantiallateral deflection thereof.
 7. A railway cushioning apparatuscomprising: cylinder means having well means including side wall means,first end wall means, and second end wall means, said first and secondend wall means being connected with and spaced longitudinally of saidside wall means; mounting means operable to secure said cylinder meansin generally fixed position within a railway car sill; piston meansslidably disposed within said cylinder means and including, piston bodymeans telescopingly mounted within said side wall means of said cylindermeans, and piston rod means telescopingly projecting through each ofsaid first and second end wall means of said cylinder means; interiorimpedance zone means located within said cylinder means, said impedancezone means containing liquid, and being operable to impede movement ofsaid piston body means relative to said side wall means of said cylindermeans, with said piston body means in combination with said cylinderside wall means defining buff and draft ends of said impedance zonemeans located on longitudinally opposite sides of said telescopinglymounted piston body means; generally annular return flow passage meanscomprising a continuous chamber surrounding said first and second eNdwall means and side wall means of said cylinder means by generallyencircling at least said side wall means and at least portions of saidfirst and second end wall means of said cylinder means and operable toreceive fluid expelled from said impedance zone means in response tomovement of said piston body means relative to said cylinder side wallmeans; generally fluid-tight housing means comprising generally mutuallysealed side and end wall portions operable to house said cylinder meansand return flow passage means, with the chamber of said return flowpassage means being disposed between said housing means and saidcylinder means; socketed coupling means operable to interconnect saidpiston rod means and a drawbar of a railway car; said socketed couplingmeans including enlarged head means carried by said piston rod means,yoke means operable to be connected with said drawbar, and socket meansdefined by said yoke means and operable to support said enlarged headmeans in socketed relation with said yoke means; port means in saidcylinder means disposed at said buff and draft ends of said cylindermeans and providing communication between said buff and draft ends ofsaid interior impedance zone means of said cylinder means and saidcontinuous chamber and operable to impede a flow of fluid out of saidimpedance zone means in response to buff and draft force inducedmovement of said piston body means relative to said cylinder side wallmeans; relatively high capacity check valve means carried by saidcylinder means and operable to permit a flow of fluid from saidcontinuous chamber into at least one of said buff and draft ends of saidimpedance zone means of said cylinder means; and relief valve meansoperable to relieve pressure in said at least one of said buff an draftends of said impedance zone means and carried by said cylinder means;said relief valve means and said relatively high capacity check valvemeans each including passage means defining a continuation of said atleast one of said buff and draft ends of interior impedance zone means;scavenging means including generally annular fitment means telescopinglyreceiving a portion of said piston rod means, generally annularscavenging passage means carried by said fitment means, generallyencircling said piston rod means, and operable to receive fluid passingbetween said fitment means and said portion of said piston rod means,first transverse passage means extending through said fitment meansgenerally outwardly of an axis of reciprocation of said piston rod meansand communicating with said generally annular scavenging passage means,and second passage means defining a continuation of said return flowpassage means, and providing communication between said first transversepassage means and a portion of said return flow passage means generallyadjacent one of said first and second end wall means; and said reliefvalve means and said check valve means each including valve seat meansand valve means valvingly cooperable with said valve seat means, witheach said valve seat means and valve means being contained inside saidcylinder means and housed within a continuation of said impedance zonemeans which is contained within body means of said wall means of saidcylinder means; stabilizing housing means connected with said cylindermeans; said stabilizing housing means including connection stabilizingmeans telescopingly receiving said socket means and stabilizing saidsocket means against lateral deflection caused by buff force acting onsaid piston means; said yoke means being operable to abuttingly engage adraft end of said cylinder means in response to said buff force actingon said piston means; draft means connected with said yoke means; firststop means operable within a sill means within which said cylinder meansis positioned to engage said cylinder means and prevent buff forceinduced movement of saId cylinder means and said stabilizing housingmeans; second stop means operable within said sill means to be spacedfrom said cylinder means and engage said stabilizing housing means andprevent draft movement of said cylinder means and said stabilizinghousing means; and antideflection means operable within said sill meansto prevent substantial lateral deflection of said stabilizing housingmeans, said antideflection means extending between said stabilizinghousing means and said sill means at a location spaced from saidcylinder means and located between a draft extremity of said cylindermeans and a coupling portion of said draft means.
 8. A railwaycushioning apparatus as described in claim 7 wherein: said apparatusincludes: compression limiting means operable to prevent thetransmission of excessive compressive forces through said housing meanswhen said piston means and cylinder means are in a full buff condition.